Air brake



oct. 1o, 1933. c. A. CAMPBELL 1,929,575

AIR BRAKE Filed Oct. 26. 1932 2 SheetsfSheet 1 27 9a A9 39 2Q 55 58 K w 38 y 39 29 y 6s 5456 46 52 I y 55 5 43 37 45:

55 52 't' 1" g M lf2 67 S Il 50% 75 v Z7 i 08' 665 mf 6 m 62 f 69 v6 '75 79 85 71 9 74 77 99 68 94 379 95 9? 9s Gttornegs Oct. l0, 1933,. Q A, CAMPBELL 1,929,575

AIR BRAKE Filed Oct. 26. 1932 2 Sheets-Sheet 2 Gttornegs Patented Oct. l0, 1933 'y 'UNITED STATES 1,929,575 Am BRAKE.

' Charles A.,Campbell, Watertown, N; Yi', assignor to TheNew York Air Brake Company, a cor-- poration of New Jersey Application October 26, 1932. i Serial No.f6r39,707 11 Claims.l (Cl. 303-35) and itsrelated mechanism connected'to brake der pressure builds up rapidly until a moderate Y brake cylinder pressure is developed, after which lf'ithe development of brake cylinder pressure continues at a restricted` rate. This will be referred to as two stage build up. setting; of the device brake cylinder pressure will rise rst quite rapidly, as in two stage p- ZBQeratiOn, and then will increase at a relatively slow rate for a denitetime--period, and atf'the` termination of such time period will again build up,` rapidly. This .will be referred to as three.V

, from the triple valve to the brake'cylinder isf.

stage operation. l

The device may be applied to any form of triple valve, butwill be described as combined with ja very simple triple valvedesigned to .de-

liver air from the auxiliary reservoir to ythe brake cylinder in service applications and tofde- -zliver air` from an auxiliary reservoir and asupplemental reservoir in emergency applications.

The Valve chosen` for illustration does not include any quick service venting feature, but this. Y

`,The front cap and lower ycase are bolted to the may readily be. incorporated, if desired.

e: Thetriple valve is intended. for use in conjunction with a separate emergency brake pipevv vent valve, and consequently does not include emergency venting features. necessary. to illustrate the emergency vent 40. v"fvalves, .as valves of this character are .well'known in the art.y Referring now to the drawings, e Fig. 1 is a vertical axial section through a triple valve equipped with the invention. The s-.view is diagrammatic to the extent that the ports are shown as if they all lay vina single plane, the purpose beingto permit concurrent flows to be traced on a single'view. The parts are shownY in release position.

" Fig. 2 isY a fragmentary view lshowing the slide valve and graduating valve of Fig. 1 in` service position. l

Fig. 3 is asimilar View. showingthe parts in emergency position. .g l 'Y 55.1 Fig. 4is.an elevation showingthetriple valve This is called single stage'. buildup. In another kvsetting the brake cylin- In the third l `the triple valve is illustrated at 18, the'front' rextends through the reservoir It is not deemed pipe, emergency vent valve, auxiliary reservoir, brake cylinder; andsupplemental reservoir.

Fig. 5Jis a fragmentary viewon an enlarged scale` showing thev stage. control mechanismV forming 'a part of Fig. l, setiior twoV stage op. eration. Y

lgs-ATENT y Fig. 6 israisimilar.viewshowing'the mecha--v nism set for. single stage operation.

VFig. 7 is a similar View` showing thenismset for threetstage operation.

In Fig. 4, the brake pipe isshown at 11,` anda portion of the emergeneybrake pipe vent valve at 12. A branch pipe 13 leads vfrom vthe brake...

mechapipe tov the triple valve, therebeing interposed,v`

in the branch'pipe 13 a cut-outccor'zl:Y 14. andadust collector/15. The branch pipe is connected at 16 byrmeans of thev usual. union .with they-f lower .casel'l of the triple valve.

cap-at-19, and the auxiliary reservoir. at 21.: `I'he.. brake' cylinder Y22 ismounted on the forward The body of' 1",

end of .the auxiliary .reservoir 21 and connection,

`made by Way ofthe brake cylinder pipe 23 which .from a mounting. face on the rear of the reservoir.. Seated. on thisv mounting face, and interposed between the aux I' iliary reservoir and "the triple valve, is av iller. piece 24, which affordsy connection iorV a branch pipe 25 leading to the supplemental reservoir 26.

The auxiliary reservoir, triple valve body, and K ller piece, are connectedbystuds, as. shown-.rf

body, as is .clearly "indicated in 1 the draw-ings.

The customary ported gaskets aroused to secure n .end of the auxiliary reservoir andconnects the auxiliary reservoir with' the slide valve chamber 24 'is provided with a centralV within the bushing 20.V There is also a cylinder bushng27 with charging groove 28. The triple piston29. works in the bushing 27 andfhasa stem. v e 31 with, guiding spider 32 and collar '33. VBe- 5100" tween the spider 32 and collar 33 a slide Valve 34 'is confined, but is allowed `limited lost` motion. It is held to its seat by theusualbow spring 35- and carries on its upper face a grade vuating valvev 36 which is closely confined' in a.. notch in'the.stem.,3l and is held seated by a. small leaf spring, clearly 4shown inthe drawings.

Inward motion of the piston* 29.. is limited by collision.- of4 the rib37 withV the Vend of. therbush-f ing 26', katiwhich*time charging flow occurs slide valve chamber.

cut off. Supplemental reservoir air enters the through the slot 38. Front cap 19 carries a graduating stem 39 with graduating spring 41 and these perform the usual function of arresting the triple piston in service position and yielding to permit it to move in emergency position. In emergency position the piston seats on the front cap gasket as usual. The brake pipe connection 16 leads by way of passage 42 to the space to the left of piston 29 and by passage 43 to a drain cup 44. The supplemental reservoir pipe 25 leads by way of passage 45 to a supplemental reservoir port 46, in the seat for slide valve 34. In this seat there is an exhaust port 47 which leads by passage 48 to the usual retainer 49.

There is a brake cylinder port 51 used for ow to the brake cylinder in service and for exhaust flow in release. Thisport connects directly with the space 52 which is in direct communication with the brake cylinder pipe 23. lConsequently iiow in service and in release to and from this brake cylinder is not controlled by the delay Vbuild .up mechanism hereinafter described.

While it is not imperatively necessary thatgthe 'L control be limited to emergency applications,it

derives its greatest importance in emergency applications, and opportunity has been taken to show that by using a separate port for emergency flow, the delay build up action maybe restricted to emergency applications.

The emergency brake cylinder port is shown at' 53. and leads through the build up delay mechanism mounted in the lower case, and hereinafter described. Slide valve 34 is provided '-"with an exhaust cavity 54 which in release connects the ports 51 and 47. The valve 34 is also provided with a service port 55 which leads through the valve from top'to bottom. In serviceposition the port 55 registers withport 51. There is an emergency port 56 which extends through the valve 34 from top to bottom. In emergency position this registers with emergency port 53 in the seat.r The port 56 is not controlled` bythe graduating valve V36 under any circumstances. There is a charging port 57 which extends from top to bottom of the slide valve 34. Inv release position this registers with the supplemental reservoir port: 46 and provides for charging of the supplemental reservoir. The ports 55 and 57 are controlled by the graduating valve 36. In release position the valve exposes the upper end of port 57 and closes the port on start to service. The valve 36 controls the service port 55 by means of a through port 58. In serviceposition port 58 aligns with port 55 and permits service flow. On motion ofthe piston' to the right, the graduating valve laps port 55. y

This is a familiar function.

In release, charging now-occurs through the groove 28 and slot 38 from the brake pipe to the The slide valve chamber isin direct communication with the auxiliary reservoir.A 'There is also a somewhat restricted connection with the supplemental reservoir by Way of ports57 and 46. While recharging occurs the brake cylinder is exhausted by way of pipe 23, chamber 52, port51, cavity 54 and exhaust port 47. 1

In service lposition the exhaust port is closed, the supplemental reservoir port 46 is blanked, and service'ow occurs from the auxiliary reservoir through passage 58, port 55, port 51,V chamber 52 and pipe 23.y

In emergency application the exhaust is still slide valve chamber through port 46 which is exposed by the slide valve 34, and flows thence',l

port 56 andl port 53. Port 53 leads by way oi passage 61 to the delay build up mechanism now to be described.

The port 61 leads to a chamber 62 and thence through valve seat 63 and passage 6,4 to the brake cylinder pipe 23. The rate of ow from passage 6l to passage 64 is controlled by a valve 65 which closes against seat 63, and which has a through port 66. The rate of flow through the port 66 is controlled .by a choke port in the removable and interchangeable cap 67 which is threaded on the Vvalve stem. The seat 63 is formed on a removable bushing which seals at 68 on a gasketed seat provided for it in the lower case 17, and which has a hub-like extension 69 which nts fairly closely in a partition 71. The space to the right of the partition 7l is connected with the brakeY cylinder pipe 23 by a passage tect the change over piston, hereinafter dethe valve seat63 in emergency. 4It is notes- The purpose of the partitionV 71 is vto pro-v sential that the hub 69 fit snugly in the opening in partition 7l. Y

The valve 65 is urged in a'clcsing direction by a coil compression spring 73 and initially is' held open by the change Aover piston 74 which is urged to the left' by compression spring 75. The change over piston 74 Works in a bushing 76 which is clamped in sealing relation with the end of a cavity formed to receive it in the lower case l7. The bushing is held by a follower 77 which in turn is pressed to place by an annular plug 78 threaded into the lower case 17.

When the change over piston 74 is at the` left, it engages the stem of the valve 65 and holds 'the valve open. When the change over piston to the brake cylinder is limited to thecapacity of the choke in cap 67. In its left hand, valve opening position the change over piston 74 seals by means of a gasket against rim 79 which re'- duces the effective area of the left hand end of the piston subjectto brake cylinder pressure arriving through passage 72. At such time the space outside the rim 79 is vented to atmosphere through ports 81, 82, which are in communica-` tion with each other through the space surrounding bushing 76 and which straddle the ends of the piston 74. starts to the right, port 82 is blanked and the As soon as the piston whole area of the piston is subject Vto brake' cylinder pressure, so that the piston moves suddenly to its right hand limit of motion, which position it seals against a gasket, clearly shown 135,;

in the drawings as interposed between the end of bushing 76 and the follower member 77. Y

If the right handside of piston 74 is subject to brake cylinder pressure, this pressure, plus the pressure of spring 75, will hold the pisto-n 74 to the left. If the space to the right of piston 74 is subject to atmospheric pressure, the piston 74 will move to the right when brake cylinder pressure rises a definite amount above atmospheric pressure. These characteristics are availed of to control the brake cylinder build up.

For single stage operation the piston 74 is i subject on its right hand side to the full pressure flowing to the brake cylinder. For two stage'operation the spaceto thev rightof the jmosphere, and a of passage rphr'agm 95 which is x housing 85.

the. space between diaphragms above diaphragrny'95.

v cylinder 74'is connected continuouslyrto atmos phere'.

Forthree stage operation', the spaceto th'e right of the piston is rst connected-teatdmosphere, during which time it goesfthrough Y'the first and second stages',- and -then after- 4a denitetime interval is subjected to the pressure fiowing'to thebrake cylinderso it is shiftedto the left, initiating the third stage.

valve chamber bushing 86;v

in t'o'receive it, isa yslide Valve-87 having a cavity88. A port 89 leadsv from the space to the'A right of the piston'74. e

In the upperposition of VValve 87 the cavityK 88 connects passage 8,9 with exhaust port 91, but when the Valve' 87'is inits' lowermostposition the cavity 88fconnects Vthe port 89 and consequently the space to the 74 with the port 92 which'is connected by pas-y sage 93 with the chamber 62, and yconsequently with the emergency port 53; The valve87 is confined between collarspon a stem .94 which is connected at itsr upper'end toV a flexible dia-l clamped between the housing and a cap 96. 'V At its lower end the stem Y 94 is connected to Aa smaller diaphragm 97 clamped "between the housing y85 anda cap 98. The ycap,98 is vented to atmosphere at 99 -so thatthe lowerfface of diaphragm 97 is always subject to w atmospheric* pressure. They Valve chamber, that is, the space 'between the dia* phragms'95 and 97, isl always subject to sup-V plemental reservoir pressure which is communicated to-it by a branch of the'passag'er 45.

A branch of passage93 leads through a choke 101 to apo'rt 102-ina cap 103 bolted to the This "capvserves as a vseat for a rotary valve'l which vis subject onits rear face to supplemental reservoir pressure acting in the space between the diaphragms andl 97. The valve is further seated by `a coil compression springl 107.

port 108 leading to the spacewithin cap 96 and above vdiaphragm 95,r a port 109 leading tovatport 111 which leads by way 5 112 to a closed'chamber 113 which is formed within' the lower case 17 and projects therefrom into space 52 in the body 18 --of the triple valve.

For single stage operation (Fig. 6) the rotaryvalve 106 is turned by means of handle 1,14 to a position in which a through port 115 connects 95 and 97 with the space withinY cap 96 and Under these conditions the Space .above diaphragm 95 is at'fsupplemental reservoir pressure.

Consequently the pressures on diaphragm 95 arev balanced, while the smaller diaphragmi97 is;,sub,

ject to supplemental Yreservoir pressure on its upper face and atmospheric ward, closing exhaust` port 91 and iconnectingg, th'espace to the right of piston. 74 with'zemergency port 53 by way of passage 93,.and passage 61; from. this it follows that'piston 74 willbe held permanentlyyto theA left' and theV valve 65 will be held permanently open throughout 'emer- A tothe position shown: inFi'g.'- 5, inlwhich'v a-loop right of the piston' to connect/the space within the cap The-seat for Vthe rotary Valve- 106 is provided in addition to the port l102 with a pressure on.- its lower face. It follows that stem94movesdownport 116 connects'the port 10S-with the atmosphe'ric port 109.vv Consequently the space withincap 196i' is -subject to atmospheric pressure.v It

follows that the outer sides'of the diaphragme 95"'fand-97'are both'subject 'to atmospheric pressure-while the/inner sides of the-two diaphragms are subject to supplemental reservoir pressure Since the diaphragm 95 'is larger than the diaphragm y97, the-'stemV 94 moves to its upper limit of 'motion Valve 87 then connects port 89 -with thel exhaust port 91.

Consequently the` righthand side of change-over piston 74 is constantlysubject to atmospheric pressure.` In thefirst stagev of an application the valve 65 is vopen v and--free-flow-to the brake cylinder occursfbut f whenbrake cylinder pressure reaches a definite value suflicient to 'start piston 74 to the right, the whole area'of the 'piston 74 is subjectfto brake cylinder pressure and the piston 74 moves'v suddenly to its 'right hand limit of motion.- This permits valve 65 to close, and thereafter flow--v tothe brake cylinder is limited to the capacity ofk the choke in cap 67. AThis condition persiststhroughout the remainder of the brake applicai tion.

is rotated to the position show-nr 'in-Fig. 7,` in which a loop port 117 connects the-chamber 1fy -three stage build upis desired, the valve-106' port 111 with the ports 102 and 108, the port 117 :being'provid'e'd with an extension 118 to em- The effect is 96v and above" brace both-the last named ports.

the diaphragm 95 freely withfthe chamber 113, and at thesame time to connect these tworrwith the emergency port 53 by way of passage 61, chamber 62, passage 93, and choke 101'. 101 interposes a time Choke factor for the. development Y ofv pressure in the chamber 113 by flow-fromthez`v emergency portr53.

Sincezthe port `53 is connected with the brake cylinder, in release position, it will;thenY befat atmospheric pressure. Consequently, first .portion of aneemergency application the piston; 94 will. be in they upper. position (se'ey Fig. 5) and will remain there Vwhile the` piston in; the

mey

74 goes through the operations describedwith:v

reference to two stage build up. Thus V*there will be a sudden rise of pressure inthe brake cylin-` der,.followed by a-slow build up. This willpersist until the pressure in chamber 113 develops to'a pointv at which a total differential pressurel acting downwardon the valve stem 94 through: the, differential diaphragme 95 and 97, will;`

cause the stem'` 94 to shift theyalve 87 downward.: The, iirst effect Yis to cutoff the atmospheric connectioncn the right hand side of piston 74 and then to connect the space to the'V and 6l withthe emergency port 53. Whenthis -right of the `*piston 74 by way of passages 93" occurs the pressure fluid from the emergency1135f port and the springV 75 will immediately. shift thepiston 74 to its left hand position; reopening the:valve 65 and restoring free now to the brakecylinder. v

1t yfollows that the handle 114 has three char.- acteristically different positions, and may be set tov give any one of thethree dierent pressure buildup characteristics in the brake cylinder.

The change over valve mechanism, particularly the valve 65 and piston 74, form the sub'- ject matter of prior applicationsv and are. not claimed herein except in combination withxthe, controlling valve mechanism. mounted in; the;

body85 or its equivalent. v Theinvention is not restricted torthe specific triple valve herein shown, nor to use with a triple valve which controls ow from two reservoirs. The structure of the triple valve has been simplied as far asv possible, and I recognize that vthe inclusion of various special functions well known in the triple valve art is possible. v

What is claimed is,- Y

1. The, combination of a valve controlling the ilow of air from a triple valve to a brake cylinder, `said valve being normally open andbeing arranged to be moved toflow restrictingV position by the rise ofV brake cylinder pressure before this attains its iull value; means including a iiud pressure actuated abutmentY for returning said valve to its normal open position;` a timing chamber; pressure actuated valve means for admitting and exhausting pressure iiuid to and from said abutment; and manually set means for controlling said pressure actuated means and having three positions, in the `iirst of whichit subjects said abutment to iluid pressure, in the second of which it affords anexhaust from said abutment, and in the third of which it places said pressure actuated means and said rtiming chamber in restricted communication with the brake cylinder port of said triple valve.

2. A mechanism for controlling the developvment of brake cylinder pressure comprising in combination a valve shiftable between two positions, in one or" which it permits free now to the brake cylinder and in the second of which it restricts such flow; means responsive toV rising brake cylinder pressure and including a movable abutment for causing shifting of said valve from the iirst to the second position; means for variably loading said abutment in opposition to brake cylinder pressure, to render the latter ef.- fective or ineffective to shift said responsive means; and manually set means for controlling said variable loading means and having one position in which the abutment is heavily loaded and another in which it is lightly loaded.

3. A mechanism for controlling the development of brake cylinder pressure comprising in' combination a valve shiftable between two positions, in one of which it permits free :How to the brake cylinder and in the second of which -it restricts such iiow; means responsive to rising brake cylinder pressure and including a movable. abutment for causing shifting of said valve from the first to the second named position; means for variably loading said abutment in opposition to brake cylinder pressure to render the latter eiective or ineffective to shift said responsive means; a timing chamber; means operable by the charging thereof to control said loading means; and manually set valve means serving to control said variable loading means and the charging of said chamber, and having one position in which thev abutment is heavily loaded, another in which it is lightly loaded, and a third in which the timing chamber is connected to be charged at a restricted rate by air flowing toward the brake cylinder.

4. A valve mechanism for contro-lling the rate of development oi brake cylinder pressure, comprising incombination, a valve shiftable between two positions, in one of which it permits free flow,Y and in the other of which it permits restricted iiow to the brake cylinder; an abutment subject in one direction to brake cylinder pressure and operatively related to said valve; a second valve controlling pressure acting on said abutment in opposition to brakecylinder pressure and shiftable between two positions, in one of which it subjects the abutment to a pressure suilicient to overpower maximum brake cylinder pressure, and in the other o f which it subjects the abutment to a lower pressure; and

manually controlled motorV means adjustable to hold the last named Valve Vin eitherkof said positions atwill. Y

5. A valve mechanism for controlling the rate of developmentV of brake cylinder pressure, comprising in combination, a valve shiftable between two positions, in one of which it permits iree iiow, and inthe other of whichit permits re-V stricted now to the brake cylinder; an abutment subject in one direction to brake cylinder pressure and operatively connected with said valve; a second valve controlling pressure acting on said abutment in opposition to brake cylinder pressure and shiftable between two positions, in

one of which it admits pressure fluid against the abutment to establish a pressure suicient to overpower maximum brake cylinder pressure,r

and in the other of which it opens an exhaust; and manually controlled motormeans-adjustable to'hold'the last named valve in either ofV said positions at will, or to cause it to shift from of which it admits pressure fluidA against said abutment to establish an opposing pressure sufficient to overpower brake cylinder pressure, and in the other-of whichlitopens `an exhaust; a pressure motor for actuatingv said shiftable means; and a valve manually shiftable between two positions, in one of which it subjects the v pressure motorto pressure, and in another-vents the pressure motor. Y d z 1 7. The combinationr of a valve controlling iiow to a brake cylinder and'shiitable between a restricting and a non-restricting position; an abutment subject in one direction to brake cylinder pressure and adapted to controljsaid valve; means shiftable between two positions in one of which it admits pressure fluid against said abutmentto establish an opposing pressure overpowering brake cylinder pressure, and in the other of which it opens an exhaust; a pressure motor for actuating said shiftable means; a timing chamber; and a valve manually shiftable between three positions, in one of which it subjects the pressure motor to pressure, in another vents the pressure motor, and in a third connects the pressure motor and timing chamber with the flow passage leading to brake cylinder.V

8. A brake cylinder pressure build up delay mechanism comprising in combination a Valve controlling the rate of iiow from the triple valve to the brake cylinder; two abutments, one of which isr operatively related to said valve to l in opposition to brake controlling Vthe rate of flow from the triple Valve to the brake cylinder; two abutments,A one of which is operatively related to said ValveV to actuate the same and is subject in one direction to brake cylinder pressure, andrthefother of which controls pressure acting on the first in opposition to brake Ycylinder pressure; Va timing chamber; and a manually set valve which in one position admits pressure iiuid against said second abutment, in Va second positionrvents said pressure fluid, and ina third positionfplaces said timing chamber and second abutment in restricted communication with the flow' passage leading j to brake cylinder.

10. In a device for controlling the rate of development of brake cylinder pressure, theV combination of a flow controlling valve having airee flow position and a `position in which'it restricts flow; an abutment subject in one direction to brake cylinder pressure and arranged to control said valve; a slide valve having an admission position and an exhaust position and controlling pressure acting on said abutment cylinder pressure; a pressure chamber in which said slide Valve is mounted, said chamber being closed at its ends by two shiftable abutments oi differential areas connected with each other and with said slide valve; a timing chamber; and a manually adjustable Valve controlling the pressureY acting on the outer face of one of said diierential abutments, said valve having three positions, inone of which it subjects said abutment to pressure, in another of which it exhausts said pressure, and in the third of which it subjects said abutment to pressure developed in said timing chamber by restricted flow thereto of pressure iiuid flowing toward the ow controlling valve.

l11. The combination of a flow controlling Valve having a free flow position and av ,'flow restrictingposition; a movable abutment arranged to control said flow controlling valve and subject to brake cylinder pressure acting in a direction to shift said valve to flow restricting position; and a controlling mechanism including a manually set valve and a timing chamber, said mechanism being manually adjustable to three positions, in one of whichfsaid abutment is heavily loaded by fluid pressure in opposition to brake cylinder pressure, in the second of which it is less heavily loaded, and in the third of which the timing chamber is connected to be charged at a restricted rate by air flowing toward said low controlling valve, and functions to produce a delayed increase of said loading. 

